Summary A float-equipped de Havilland DHC-2, Mk 1 Beaver (registration C-GHMI, serial number 1215), operating as WCA305 (West Coast Air), was authorized by the Vancouver tower south controller for an eastbound take-off, on a visual flight rules flight plan, from the Fraser River just south of the Vancouver International Airport, British Columbia, with a right turn to the Vancouver (YVR) very high frequency omni-directional range (VOR) at 1000feet. A de Havilland DHC-8-100 (registration C-FDND, serial number129), operating as JZA8257 (Air Canada Jazz), was subsequently cleared for take-off from Vancouver International Airport on an instrument flight rules flight plan to Nanaimo, British Columbia, using Runway08R, with a Richmond 8 standard instrument departure (SID). The Richmond 8SID calls for a right turn at 500feet and a climb on heading 141magnetic(M) to 2000feet. JZA8257 climbed to 500 feet and initiated a right turn well before the end of the runway. The crew reported through 1000feet, heading 140M, and substantially reduced their rate of climb, which brought them into close vertical proximity with WCA305. Subsequently, the pilot took evasive action when he observed WCA305 below on the left side. The Vancouver departure south controller noticed the conflict and advised JZA8257 of unverified traffic on their left side at 1100feet. He instructed JZA8257 to turn at their discretion to avoid the traffic. JZA8257 turned right and climbed on a heading of 190M to resolve the conflict. The occurrence took place at 0818:47Pacific daylight time. Ce rapport est galement disponible en franais. Other Factual Information Seaplane operations at Vancouver International Airport take place on the Middle Arm of the Fraser River about 3300feet south of, and parallel to, Runway08R/26L. The airspace surrounding the airport to a radius of seven nautical miles (nm), from the surface to 2500feet, is ClassC airspace (see AppendixA). ClassC airspace is defined as follows in the Aeronautical Information Publication (A.I.P. Canada), section RAC2.8.3: Class C airspace is a controlled airspace within which both IFR [instrument flight rules] and VFR [visual flight rules] flights are permitted, but VFR flights require a clearance from ATC [air traffic control] to enter. ATC separation is provided between all aircraft operating under IFR and, as necessary, to resolve possible conflicts between VFR and IFR aircraft. Aircraft will be provided with traffic information. Conflict resolution will be provided, upon request, after VFR aircraft is provided with traffic information. Traffic information is issued to advise pilots of known or observed air traffic which may be in proximity to their aircraft's position or intended route of flight warranting their attention. Conflict resolution is defined as the resolution of potential conflicts between IFR/VFR and VFR/VFR aircraft that are radar identified and in communication with ATC. At 0816:00 Pacific daylight time,1 the pilot of WCA305 took off from the river on an eastbound heading. At 0817:10, the pilot turned right, direct to the YVR very high frequency omni-directional range (VOR), in accordance with his assigned departure procedure. At 0816:44, JZA8257 was cleared for take-off from the Runway08R threshold by the tower south (TS) controller. At 0817:34, when the aircraft reached 500 feet, in the vicinity of the intersection of runways08R and 12, the pilot turned right to a heading of 141magnetic (M), in accordance with the assigned standard instrument departure (SID) procedure. The TS controller did not issue traffic information in a timely manner to JZA8257 because he did not anticipate a conflict. Before 29 April 2004, it was the usual practice for controllers to depart smaller airline-type aircraft, such as DHC-8 aircraft, from the L2intersection, about 3100 feet down Runway 08R. Changes to the application of wake turbulence minima came into effect on 05May 2004, the day of this incident. These changes resulted in most controllers departing aircraft from the Runway08R threshold instead of using an intersection departure. As a result, some aircraft on the Richmond8 SID were able to commence their turn at an earlier point along the runway. JZA8257 commenced the departure turn at the intersection of runways08R and 12, about 5500feet from the threshold of Runway 08R. Radar data indicate that, after passing 1000feet in the climb, JZA8257 reduced its rate of climb from 1200feet per minute to 600feet per minute. At 0818:21, WCA305 changed to and checked in on the tower traffic advisory (TA) frequency; the TS controller had not issued instructions to do so. Normally, VFR departures are transferred from TS to TA approximately 4nmsouth of the airport, or when clear of traffic. The TA controller's radar identified WCA305; however, he was busy with traffic in the northern part of his airspace, north of the airport, and did not give traffic information or take other action to resolve the possible conflict with JZA8257 approaching from the right and behind WCA305. At 0818:47, the two aircraft reached their closest proximity laterally, approximately nm. At this point, they were separated only 400feet vertically and safety was not assured. Because of the short flying distance between the Vancouver and Nanaimo airports, flight crews often anticipate remaining, or request to remain, at 2000feet instead of climbing to a higher assigned altitude. Air Canada Jazz crews request 2000feet to Nanaimo so routinely that the departure south (DS) controller anticipated it. However, the DS controller cannot clear an aircraft to remain at 2000feet to Nanaimo unless that altitude has been approved by both Vancouver tower and the Vancouver area control centre coordinator. At 0817:57, the DS controller asked the TS controller if a final altitude of 2000 feet for JZA8257 could be approved. The TS controller did not give that approval. Visual meteorological conditions existed at the time of the occurrence.